Charge-forming device for gas-engines.



J. A. & J, CHARTER. CHARGE FORMING DEVICE FOR GAS ENGINES.

APPLICATION FILED JULY 23. 1908.

Patented July 27, 1909.

2 SHEETS-BHEET 1.

J. & I. CHARTER. CHARGE FORMING DEVICE FOR GAS ENGINES.

APPLICATION FILED JULY 28, 1908.

v Patented July 27, 1909.

2 SHEETS-SHEET 2.

' UNITED sTAtrEs- PATENT OFFICE.

A. CHARTER, OF CHICAGO, AND JOHN CHARTER, OF XENIA, ILLINOIS, ASSIGNORSTO AUSTIN MANUFACTURING COMPANY, OF CHICAGO, ILLINOIS. A CORPORATION OFILLINOIS.

Specification of Letters Patent.

CHARGE-FORMING DEVICE FOR GAS-ENGINES.

Patented July 27, 1909.

Application filed July 28, 1908. Serial ITO. 446,779.

To all whom it may concern:

Be it-known that we, JAMES A. CHARTER and JOHN CHARTER, both citizens ofthe United States, and residing, respectively, at Chicago, in the countyof Cook and State of Illinois, and Xenia, in the county of Clay andState of Illinois, have invented certain new and useful Improvements inCharge- Forming Devices for Gas-Engines, of which the following is aspecification. v

This invention relates to the art of inter nal combustion engines, andpertains more especially to an improved mechanism for forming andoverning thee losive charges admitted to the engine-cylin er.

Oneobject of the invention is to provide an improved device of thecharacter stated,

which will facilitate the running, of the en; gine alone or' under'lightg load with an economy of fuel, and. prevent the stoppage of theengine through lack ofnsufiicient fuel supply on occasions when the loadis suddenly removed and the governing slide is practically closed toprevent the engine from racing.

Another obj ect' of the invention is to provide a means whereby theaction of the centrifugal governor which controls the governing slidefor the charge may be varied, so

as to exert a greater or less closing action upon said slide under agiven engine speed. Other minor objects "and advantages-of the inventionwill be apparent from the following description.

Our invention, in'one p'ractical for-minthe engine-cylinder, and 6 thecyIinder head V suitably secured thereto, which head is, as

usual, hollow, and is ported .to form the admission and exhaust passages7 and 8, respectively, for the supply of .the explosive charge and thedischarge of the products of combustion. The usual cam-controlled supplyand exhaust valves 9 and 10, respectively, are also indicated in Fig. 1;

Formed across the outer end of the supply-conduit 7 is a grid-shapedvalve-seat 11, over which is secured a hollow casting 12 forming withinitself a mixing-chamber 13, leading into which is the air-supply passage14:. Integral with or secured alongside of the casting 12 is a secondcasting comprising a vertlcal-float-chamber 15 and a valve chamber 16.In the ,latter is a pin-valve 17 controlling the supply of hydro-carbonfuel through a valve-seat 18, to which the fuel is supplied through apipe 19 from apump 20 (Fig. 1), preferably actuated from a cam on theside shaft 21 of the engine in a manner common and well understood. Inthe "float-chamber 15 .is a float 22, which,

through a pivoted lever 23, automatically controls the fuel-intake 17closing said valve when the body of fuel in the communi-v cating valveand float chambers has reached a predetermined height, and automaticallyopening said valve'when' said fuel "falls below a redetermined height.

, The' hottom of the float-chamber communicates through a duct orpassage 24.-'with a small fuel-chamber 25'formed 1n the lower wall ofthe casting 12; and from said chamber 25 rises an axially-cored nozzle26, said nozzle rising to a height slightly above the maximum level ofthe liquid fuel in the float-chamber, and preferably having its tipslightl hollowed or concaved, as shown. Direct y abovethe nozzle 26 is amanuallyo erated valve 27, through which the size '0 the opening in thetip of the nozzle for the discharge of fuel may be regulated.

Slidably mounted on the grid-valve seat 11 is a rid-valve 28constituting the governing sli e for the explosive mixture on its, wayto the engine-cylinder. This slide is ac tuated to more or less open orclose the passages between the grid-bars of the seat by a overnormechanism on the side shaft 21, as follows: 29 designates a rock-shaftsuitably mounted in the engine-frame, said rock-shaft having fast on oneend thereof a laterallyprojecting arm 30 (Fig. 4), the outer end ofwhich is pivotally connected to the lower end of the stem 31 of theslide 28. The other end of the rock-shaft 29 carries anupwardlyextending yoke 32, the arms of which ema spring 36.

- groove 38 in the sleeve 33. From this it will be seen that as thegovernor. expands under the centrifugal action of the Weights 35, thecollar 33 will be moved longitudinally on the shaft 21, the shaft 29will be rocked, and the slide 28 will be moved along the grid-seat 11 ina direction to contract the openings for the passage of the discharge;and,vice versa, as the speed decreases and the governor contracts, theshaft 29 will be rocked in the opposite direction, opening thepassagesthrough the grid 11.- i

We have found in practice that where the engine is drawing but lightlyon the mixing mechanism, owing to running slowly, or owing to thepractically complete closure of the supply-passage by the sl1de'28, aswhen the load is suddenl removedandthe engine races, the suction e ectis insufiicient to. draw the oil up through the tip of the nozzle 26 andproperly vaporize and mix the same. To remedy this, we provide a tube39, which ignounted at one end in and through the s 1 e, borhood of theupper end of the nozzle 26.

This tube concentrates, as-it' were, the -suc-.

tion effect upon the air in the vicinity of the tip of the nozzle, 26,thereby producin a suflicient vacuum'efi'ect to draw the Euel therefrom,where the same suction efi'ect distributed throughout the entirecross-sectional area of the mixing-chamber would be insuflicient; andhence this device affords a provision for continuously running theengine under light charges suificient to keep the same'in motion, andobviate the annoyance of re-starting whenever the engine has stoppedthrough its failure to induce a sufii cient charge to maintain itsoperation.

In.F 1g. 4 we have illustrated; a sim le device for graduating thethrottling e ect of the governor upon the slide 28; this deviceconsisting of a lever 40 pivoted at 41 to a fixed quadrant rack 42,.referably' located at a convenient oint in front of the cylinder-head,one end of said lever 40 being connected through a spring 43 ahd clip d4to the stem 31 of the slide 28, and the handle end of the lever 40 beingprovided with a suitable spring-pressed deteht engaging the teeth of thequadrant. rack. The spring 43 opposes more or less the centrifugal tendency of the governor weights, thus rendering the slide 38 more or lesssusceptible to the controlling effect of the governor we ghts, accordingto the tension under which the spring 43 is placed. For instance,

and at its other end lies in'the neigh-- when the engine is to beoperated at an increased speed, the spring 43 will be placed underconsiderable tension, so that practically the full speed of the enginecan be developed. On the other hand, when the speed is to be reduced,the spring 43 is adjusted to exert but little or no effect upon theslide, thus leaving the governor free to alone control the latter.

1. In a charge-forming mechanism for engines, the combination with amixing cham-. her having an air supply passage leading thereto and anoil supply nozzle projecting therein, of a valve controlling thecommunication of said mixing chamber with the induction passage of theengine, and a tube carried by said valve, said tube extending inwardlyof the mixing chamber in a direction at right angles to said oil supplynozzle to a point adjacent to the delivery end of the latter andexerting a local suction thereon when the valve is closed, substantiallyas described. I

r 2. In a charge-forming mechanismfor enines, the combination with amixing-chamer communicating on one side with the in- .end lies adjacentto the delivery end of said nozzle, producing a local suction efi'ectupon the oil in the latter, and when said valve is opened, said tube iswithout substantial effect upon said delivery nozzle, substantially asdescribed.

3. In a charge-forming mechanism for engines, the combination with amixing-chamber formed with an air-supply passage, and communicating withthe induction passage of the engine, of an oil-supply nozzle rojectingupwardly into said mixing cham er, means for maintaining a supply of oilin said nozzle at a'height below the delivery end thereof, a valvebetween said mixing chamber and induction passage, a tube carried bysaid valve and extending inwardly of the mixing chamber whereby toproduce alocal suction effect upon the delivery end of said nozzle whensaid valve is closed, a

governor mechanism connected toiand op-' erating said valve according tothe speed of the engine, and means for opposing the closing movement ofsaid valve,-substantially as described. I

4. In a charge-forming mechanism for engines, the combination with amixing chamber formed with an air-supply passage, and communicating withthe induction passage of the engine, of an oil-supply nozzle projectingupwardly into said mixing chamber, means for maintaining a. supply ofoil in said nozzle at a height below the delivery end thereof, a. valvebetween said-inixing chamber and induction passage, a tube carriedby'said valve and extending inwardly of the mixing chamber whereby toproduce a local suction effect upon the delivery end of said nozzle whensaid valve is closed, a

JAMES A. CHARTER JOHN CHARTER.

Witnesses for James A. Charter:

L. T. MANN,

CLARE L. Rosnxow. \Vitnesses for John Charter:

ALEX. S. Jnssur, MATTIE B. BLISS.

